2020 Ford Explorer Review

It would be an understatement to say that the Ford Explorer is an important SUV. Before it debuted as a 1991 model, the family-oriented four-door sport-utility vehicle segment hardly existed at all. The Explorer formula turned out to be a huge success, and soon after everyone got into the game. We all know what happened after that.

Now entering its sixth generation, the 2020 Ford Explorer represents a complete rethink of this three-row family SUV. Early Explorers were built on truck frames and were primarily driven by the rear wheels, but the outgoing model employs a front-wheel-drive layout and uses car-like unibody construction that lacks a separate frame -- a combination otherwise known as a crossover SUV.

The all-new 2020 model combines the best elements of each. It returns to a rear-wheel-drive layout, but its body retains unibody construction. This detail isn't obvious at first because the new Explorer uses familiar styling cues that give it a strong family resemblance. These outward clues only hint at the transformative changes that lie hidden beneath the sheet metal.

Ford's decision to comprehensively rethink its bread-and-butter SUV sends a clear signal that it is both listening to its loyal customers and intent on luring new ones with a no-nonsense product. The switch back to rear-wheel drive makes sense on numerous levels. Handling and overall balance improve dramatically when you stop trying to steer and power a vehicle from the same end. There are also benefits to towing stability and powertrain selection.

The new Explorer comes with Ford's smooth and sturdy 10-speed automatic, for instance. And it certainly doesn't hurt that Ford was able to expand the interior room in the bargain. You may be wondering why this matters if you were going to buy the all-wheel-drive option anyway. It's important because the underlying goodness of rear-drive architecture absolutely asserts itself on clear, dry roads when only two tires are propelling the vehicle forward.

We have no complaints about any of the engines. Even the 2.3-liter EcoBoost turbocharged four-cylinder that comes in the base, XLT and Limited models feels at least as strong as the competition. In fact, it feels even more flexible because of the extra gears and smart shifting of the 10-speed automatic.

The Platinum's 3.0-liter EcoBoost V6 is strong, and the high-output 3.0-liter EcoBoost in the Explorer ST kicks it up another notch. It's not as bonkers as some German SUV hot rods we can name, but there's enough power to get your attention.

We're a bit wary of passing along Ford's published horsepower and torque figures, though, because they were all measured using 93 octane premium unleaded, a grade that half the country can't even buy. All four powertrains are certified to run on 87 octane unleaded, and that is, in fact, the recommended fuel. What this means is that our final impressions will have to wait until we get one in for testing and run it down our track on regular unleaded just like we've done with all of the other SUVs in its class.

Ride comfort is generally excellent, as the new layout's improved weight distribution and longer wheelbase give the Explorer a sense of composure that it has never had before. A new four-wheel independent suspension expertly filters out the bumps, and yet the cabin remains steady on the truly wavy and uneven pavement. Even on coarse asphalt ruined by studded winter tires, road noise is nicely muted.

As for the steering, it maintains a confident sense of straight ahead even in the face of strong crosswinds and truck-rutted pavement. Steering effort builds smoothly when it's time to turn, and the Explorer arcs through willingly. The weight of the heavier variants is noticeable, though, particularly the all-wheel-drive hybrid. Still, a sense of athleticism comes through. It's nothing like Olympic caliber, but the Explorer does react like it spends time in the gym. Be it cruising the interstate or heading into the hills, we could drive this all day.

The Explorer's driver's seat offers a clear view of the road, and the nicely sculpted front seats have padding that strikes a good balance between plushness and support. There's space up here, too. The cabin feels airy, and legroom and headroom are generous.

The dashboard layout is logical and uncluttered. It's also unobtrusive because it only projects toward the driver where necessary, such as to get the touchscreen, stereo knobs and climate controls within easy reach. An 8-inch landscape-oriented touchscreen is standard from base to Limited. The Platinum and the ST get an optional 10.1-inch portrait-oriented screen. We tried both and frankly prefer the standard screen. A longer drive might change our minds about the bigger offering, but all we could think about was how it robbed us of a clever storage shelf.

The main low point has to do with certain aspects of interior materials. While most of the bits close at hand are attractive soft-touch surfaces, some of it looks hard and cold. There's also a prominent joint between two completely different surfaces right in the middle that is hard to miss. Also, we could use more USB ports. When Ford's spec sheet says it has two USB ports in the front and two more in the middle row it means one standard USB jack and one oval USB-C port in each of those places. The third row doesn't have any.

Unlike much of its competition, the Explorer's maximum capacity is seven because its third row can only fit two people. In fact, many Explorers you'll see will seat six because the captain's chair middle-row setup is standard on most grades. You'll generally pay $495 extra if you want to upgrade to a middle-row bench and carry the full seven passengers.

Second-row room is impressive. The captain's chairs slide and recline, and our 6-foot-2-inch test driver was able to sit behind a driver's seat set to his liking. He even had a click or two of seat travel to spare if someone in the third row needed more. Headroom is abundant even with the panoramic sunroof present. There are air vents in the headliner and controls for the rear climate zone on the back of the center console.

You can access the third row in two ways: Push a single button that sends the middle seat forward or squeeze between the captain's chairs. The latter is made easy (for kids who can fit) because the center console is more of a low shelf that's designed to be stepped on. Once you're seated, there's abundant headroom. But a high floor makes it a knees-up seating position that is best for those of average height or shorter. Some rival SUVs offer more comfortable third-row seating.

Knickknack storage is abundant all through the cabin. The glovebox is big, the door pockets are accommodating, and there are cubbies all around. We especially like the position of the available wireless phone charging pad, which is at once readily accessible and totally out of harm's way. The middle- and third-row seats each have two sets of car seat anchors, so you could have four car seats installed at once. Parents will also appreciate the square juice-box holders that are high on the door armrest where kids in car seats can reach.

As for actual cargo, the space behind the third row falls midway between the Kia Telluride and the Honda Pilot. Those third-row seats fold down 50/50 via a power-folding mechanism, at which point the available space slightly exceeds those same rivals. Fold the middle seats down and the maximum space also maintains a slight edge.

The all-wheel-drive system is always ready to go and needs no driver intervention. That said, the drive mode switch does have settings such as Trail, Sand and Snow. Each has specific calibration settings for the throttle pedal, the shift timing of the transmission and the tire slippage allowed by the traction control.

There's also a hill descent feature. You won't get low-range gearing like you do with a traditional SUV or truck, but the 10-speed transmission does at least have a lower first gear ratio than the competition.

The short front bumper overhang produces a decent approach angle, and the rear end isn't prone to dragging because departure clearance is better than its rivals. Most versions have more than 8 inches of underbody clearance, too. The result isn't going to worry anyone working over at Jeep, but the Explorer does feel better able to venture into unpaved places than its crossover rivals.

The Explorer's tow ratings range a bit higher than most of its competition, and they seem altogether suitable for a garageable three-row SUV. The optional trailer hitch package brings with it fully integrated wiring and a rating of 5,300 pounds for the 2.3-liter EcoBoost four-cylinder. Hitch-equipped models with the 3.0-liter EcoBoost V6 can tow 5,600 pounds, and the 3.3-liter V6 hybrid can tow 5,000 pounds.

In all cases, there's a selectable Tow mode setting that alters the shift points and the throttle pedal sensitivity. We neglected to engage it when we towed a 4,800-pound boat to a local boat ramp, but the engine and transmission were not stressed in the least. Still, this was a flat course with no significant hills. It's nice having the trailer tongue load pushing down on the primary drive wheels, and the capable chassis feels well up to the task, including the brakes. And the fact that it has 10 transmission gears is a huge advantage. In all, the Explorer feels fully willing and able to tow loads of this size without drama.

Official fuel economy ratings are just starting to trickle out, but what we can see affects the most popular versions. The numbers are promising and show that the Explorer has an edge over its chief competition.

Rear-drive 2.3-liter EcoBoost models are EPA-rated at 24 mpg combined (21 city/28 highway), and the all-wheel-drive version is good for 23 mpg combined (20 city/27 highway). Both are 2 mpg better than their equivalent 2019 models.

The standard output 3.0-liter EcoBoost V6, which is only available in the Platinum with all-wheel drive, is rated at 20 mpg combined (18 city/24 highway). That's 1 mpg better than the 3.5-liter V6 engine from last year.

As for the ST and the hybrid, we're still waiting. But Ford has said that the hybrid will have a driving range of more than 500 miles, and we also know that model has an 18-gallon gas tank. Do the math and you get an educated guess of 27 or 28 mpg combined. It also seems about right to us since the 2019 Toyota Highlander Hybrid is rated at 28 mpg combined.

The hybrid is exclusively available in Limited trim, and it cost just over $4,000 more than a regular Limited (which is expensive to begin with). Whatever the mpg rating turns out to be, it's not going to pay for itself in fuel savings. But we actually like how it drives quite a bit.

The electric motor is embedded inside a 10-speed automatic that shares 90% of its parts with the regular Explorer transmission. This commonality means it drives and shifts as smoothly as the others and exhibits none of the slurred acceleration feel found in Toyota hybrid SUVs.

This construction also means that all-wheel drive is mechanically driven at both ends all of the time. The Highlander Hybrid relies on electric drive at one end, but there's a limit to how much torque this approach can deliver and for how long. The Explorer can supply full power to both axles all day long.

Drive-away torque from signals is buttery-smooth, and the transition to gasoline operation is largely imperceptible. Surprisingly, we found that the drive-away feel from rest was vastly improved when towing, and we even got the sense that low-speed throttle control was more delicate off-road. These are usually liabilities in a hybrid SUV, but the opposite appears to be true here.